Locomotive.



No. 697,536. Patented Apr. l5, I902. J. PLAYER. LOCOMOTIVE, (Application filed Aug. 10, 1901.)

2 Shoots-Shut I.

- (No Model.)

E [fir/6722 021 Nb. 697,536. Patented Apr. I5, 1902.

J. PLAYER.

LOGOMOTIVE.

(Application filed Aug. 10, 1901.) v (No Model.) 2 Sheets-Sheet 2.

UNITED STATES PATENT OFFICE.

JOHN PLAYER, OF TOPEKA, KANSAS.

LOCOMOTIVE.

SPECIFICATION forming part Of Letters Patent No. 697,536, dated April 15, 1902. Application filed August 10, 1901. Serial No. 71,546. (No model.)

To all whom it may concern.-

Be it known that 1, JOHN PLAYER, a citizen of the United States, residing at Topekain the county of Shawnee and State of Kansas, have invented certain new and useful Improvements in Locomotives, of which the following is a specification.

The invention relates to that type of locomotives provided with the usual frame portions and in connection therewith equalizing mechanism intended to distribute the weight upon the proper wheels of the locomotive in a manner tending to minimize the destructive action of the engine in running over weak road-beds or bridges. The invention relates particularly to the means for operating or moving these equalizers, so as to rearrange or redistribute the weightthat is, throw the maximum amount upon the drivers to increase the rail adhesion,'and thereby the efficiency in starting the locomotive and train-- all of which will be more fully hereinafter set forth.

The principal object of the invention is to provide a locomotive with a frame portion havinga set of main driving, pilot, and trailing wheels, with equalizing mechanism, and means for operating the same,'so as to rearrange or redistribute the weight to meet special circumstances and conditions.

Further objects of the invention will appear from an examination of the drawings and from the following description and claims.

The invention consists principally in the combination of a locomotive-frame, a set of main driving-wheels, a front pilot-wheel, and a rear trailing wheel, equalizing mechanisms connecting the trailing and pilot wheels with the set of main drivers, a fluid-pressure cylinder for raising the front equalizer, and a second fluid-pressure cylinder for raising the rear equalizer.

The invention consists, further andfinally, in 'the features and details officoustruction hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a side elevation of one type of locomotive constructed in accordance with these improvements; and Fig. 2, a diagrammatic view of a portion of the locomotive-frame, showing the equalizing mechanisms as they appear when used in connection with my improvements.

In the art to which this invention relates it is well known that equalizing mechanisms have added considerably to the efficiency of the locomotive in that they have enabled the designer and constructor to distribute the weight of the locomotive in a proportional manner to each and every wheel thereof,

there by providing for the desired rail adhesion. In certain classes of locomotives, however, the weight which is distributed for running purposes is not distributed altogether in the proper manner to obtain the desired rail adhesion for starting of the train. Again,

where the weight is placed to a considerable extent on the driving-wheels in order to obtain the desired traction it becomes desirable and, in fact, necessary when the locomotive is crossing bridges to distribute the weight throughout the locomotive as much as possible to minimize its destructive action. This invention, therefore, is intended, primarily, to provide a locomotive with suitable equalizing mechanism and means for operating these equalizing mechanisms, so as to redistribute or change the weight from the guiding and controlling (also trailing) wheel to the main driving-wheels, and vice versa, whenever desirable or necessary.

In illustrating and describing my improvements I have only illustrated and described that which I consider to be new, taken in connection with so much that is old as will properly disclose the invention and enable those skilled in the art to practice the same, leaving out of consideration other and well-known mechanisms, which if shown and described herein would only tend to prolixity, confusion, and ambiguity.

In constructinga locomotive in accordance with these improvements I make a frame portion a of the desired size, shape, and

strength to sustain the locomotive-boiler b,

main engine-cylinder c, and other. parts in the desired operative position. This main frame is shown as being provided with a set of main drivers composed of three pairs of driving-wheels cl, 6, and -f, provided with the usual axles and rotating in the usual j ournalboxes, all of which is thoroughly understood by those skilled in the art. The front portion of the frame is shown as provided with a pilot or guiding wheel g and the rear portion with a trailing wheel h, both of which are arranged on the usual axles and adapted to rotate in the usual journal-boxes. This locomotive is provided with the usual equalizers, by which the weight of the entire locomotive is distributed in the proper manner upon the driving pilot and trailing wheels. The front equalizer is connected to the saddle i, so that the proper amount of weight rests upon the front pilot-wheel.

It becomes necessary at times, as above suggested, to throw the maxim um load upon the set of main driving-wheels. To accomplish this result, I provide what I prefer to term an operating-leverj,pivotally secured in desired position upon the frame and also pivotally connected to the saddle by means of the link 70. The outer end of this operating-lever is connected to piston Z of an operating-cylinder n, which operating-cylinder is provided with a supply-pipe m, leading to a desired source of fluid-pressureviz., the aircompressing pump of the locomotive or airreservoir. (Not shown.) It will be seen, therefore, that when air is furnished this operating-cylinder at its piston is moved upwardly thereby, moving the saddle, which is connected to one of the equalizers, thus throwing an additional portion of the load of the locomotive upon the front pair of driving wheels. IVhen additional weight on drivers is not desired, valve 50 can be closed and weight will resume normal position on all Wheels. The weight-distributing mechanism thus becomes inoperative. The rear trailing wheel is provided with a saddle p, which is connected to the rear equalizer, by which the correct proportion of the load is distributed upon the rear trailing wheels. It becomes desirable at times that a portion of this load which rests upon the rear trailing wheels should be distributed upon the rear pair of main drivers or upon the entire set of main driving-wheels. To accomplish this result, I provide a second operating-lever q and pivotally secure it to the frame and rear saddle by means of a link 1*. The free end of this second operating-lever is connected to a piston-rod s of an operating-cylinder t, which operating-cylinder is also connected to the supply-pipe m, leading to the source of motive fluid, so that as the motive fluid enters such operating-cylinder its piston-rod is moved upwardly, thereby moving the operating-lever to move the saddle p and throw a portion of the load, which has heretofore been resting upon the trailing wheels, upon the set of main drivers. hen both of these operating-levers have been lifted or raised, as above suggested, it will be seen that the maximum safe weight will rest upon the entire set of main driving-wheels, which increases the rail adhesion, and thereby the efiiciency of the locomotive in starting the train.

The supply-pipe m is provided with a controlling-valve it, connected with a reversinglever 1; in the cab of the locomotive by means of the link or connecting-rod. When the parts are in position shown in the drawings, the locomotive is dead and the controllingvalve of the supply-pipe is in such position as to exhaust fluid from both the operatingcylinders. The movement either to the right or left of this reversing-lever moves the link mechanism to an operative position and also operates the controlling-valve to admit inotive fluid to both of the operating-cylinders, thereby raising their piston-rods and moving the operating-levers to throw the maximum load, as above suggested, upon the set of driving-wheels. A return of thereversing-lever to the dead position shown in the drawings permits the motive fluid in the operating-cylinders to be exhausted and the weight to be rearranged in its norm-a1 manner.

In Fig. 2 I have shown the mechanisms arranged in diagrammatic view, in which the frame a is provided with the same number of driving-wheels as shown in Fig. 1, the same pilot-wheel, and the same trailing wheel. In this figure it will be seen that the semi-elliptic spring 20 of the rear trailing wheel is coupled with the semi-elliptic spring 21 by means of the equalizing-lever 22 and its links 23 and 24. The semi-elliptic spring of the rear driving-Wheel is coupled with the semi-elliptic spring 25 of the central driving-wheel by means of the equalizing-lever 26 through the intermediary links 27 and 28. liptic spring of the rear trailing wheel and central driving-wheel are connected to the frame of the locomotive by means of the links or hangers 29 and 30. The saddle 31 of the front pivotwheel is coupled with the semi-elliptic spring 32 of the front drivingwheel by means of the equalizing bar 33 through the intermediary of its link or hanger 34, and such semi-elliptic spring is connected with the frame of the machine by means of the hanger or link 35. In this diagrammatic View the operating-lever Q is preferably connected with the equalizing lever 22 by means of a link 36-that is, so as to always insure its actionalthough there would be more or less efficiency obtained by connecting the saddle 37 through the intermediary of its semi-elliptic spring.

While I have described my invention with more or less minuteness as regards details and as being embodied in certain precise forms, I do not desire to be limited thereto unduly or any more than is pointed out in the claims. On the contrary, I contemplate all proper changes in form and construction, the omission of immaterial elements, and the substitution of equivalents as circumstances may suggest or necessity render expedient.

I claim-- 1. In a locomotive of the class described, the combination of a frame portion provided with a set of driving-wheels, front pilot and rear trailing wheels, equalizing-lever mechanism for distributing the weight upon therear trailing wheels, an operating-lever connected The semi-elwith this equalizing-lever mechanism, and a fluid-pressure cylinder connected with the operating-lever and with the frame portion of the locomotive to move the operating-lever, raise the equalizing-lever mechanisms and throw a portion of the load upon the said main driving-wheels, substantially as described.

2. In a locomotive of the class described, the combination of a frame portion provided with a set of driving-wheels,front pilot-wheels and rear trailing wheels, equalizing mechanism for the front pilot-wheels, an operatinglever secured to the frame and pivotally secured to the equalizing mechanism for the front guiding-wheels, an operating-cylinder provided with a piston-rod secured to the operating-lever to move the same and thereby raise the equalizer and throw a portion of the load from the front pilot-wheels upon the set of main drivers, substantially as described.

3. In a locomotive of the class described, the combination of a frame portion, a set of main drivers, front pilot-wheels and rear trailing wheels, equalizing mechanism connected with the front pilot-wheels and with the main drivers and with the rear trailing wheels to equalize or distribute the weight thereon, an operating-lever connected with the equalizers adjacent to the rear trailing wheels and pivotally connected with the frame of the engine, an operating cylinder connected with the frame and provided with a piston connected with the operating-lever to operate the same and throw a portion of the load from the rear trailing to the set of main drivers, a second operating lever pivotally connected to the frameand with the equalizers adjacent to the front pilot-wheel, and an operating-cylinder connected with the frame and provided with a piston to the second operating-lever to move the same and throw a portion of the load from the front pilot-wheel to the set of drivers, substantially as described.

JOHN PLAYER.

Witnesses:

HARRY IRWIN CROMER, ANNIE O. OOURTENAY. 

